US7444999B2 - Control system and method for internal combustion engine - Google Patents
Control system and method for internal combustion engine Download PDFInfo
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- US7444999B2 US7444999B2 US11/980,957 US98095707A US7444999B2 US 7444999 B2 US7444999 B2 US 7444999B2 US 98095707 A US98095707 A US 98095707A US 7444999 B2 US7444999 B2 US 7444999B2
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B11/00—Engines characterised by both fuel-air mixture compression and air compression, or characterised by both positive ignition and compression ignition, e.g. in different cylinders
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/12—Transmitting gear between valve drive and valve
- F01L1/18—Rocking arms or levers
- F01L1/185—Overhead end-pivot rocking arms
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
- F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0242—Variable control of the exhaust valves only
- F02D13/0246—Variable control of the exhaust valves only changing valve lift or valve lift and timing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0242—Variable control of the exhaust valves only
- F02D13/0249—Variable control of the exhaust valves only changing the valve timing only
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
- F02D41/0057—Specific combustion modes
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- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/20—Adjusting or compensating clearance
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- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
- F01L1/267—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with means for varying the timing or the lift of the valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/02—Valve drive
- F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
- F01L1/047—Camshafts
- F01L1/053—Camshafts overhead type
- F01L2001/0537—Double overhead camshafts [DOHC]
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/34423—Details relating to the hydraulic feeding circuit
- F01L2001/34426—Oil control valves
- F01L2001/3443—Solenoid driven oil control valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2305/00—Valve arrangements comprising rollers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2800/00—Methods of operation using a variable valve timing mechanism
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2800/00—Methods of operation using a variable valve timing mechanism
- F01L2800/10—Providing exhaust gas recirculation [EGR]
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2820/00—Details on specific features characterising valve gear arrangements
- F01L2820/03—Auxiliary actuators
- F01L2820/032—Electric motors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/0065—Specific aspects of external EGR control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/45—Sensors specially adapted for EGR systems
- F02M26/48—EGR valve position sensors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a control system and method for an internal combustion engine that is operated while switching a combustion mode between a compression ignition combustion mode in which a mixture supplied to a combustion chamber is burned by compression ignition, and a spark ignition combustion mode in which the mixture is burned by spark ignition.
- the compression ignition combustion mode is selected, and hence if the temperature of operating gases is too low during the compression ignition combustion mode, the timing of compression ignition becomes so late that the combustion becomes unstable, which can cause a misfire. Inversely, if the temperature of operating gases is too high, ignition tends to become so early that knocking can occur.
- the present invention has been made in view of the above problems, and an object of the invention is to provide a control system for an internal combustion engine, which is capable of positively preventing a misfire or knocking during a compression ignition combustion mode by performing switching of the combustion mode from the compression ignition combustion mode to a spark ignition combustion mode in appropriate timing.
- a control system for an internal combustion engine which is operated while switching a combustion mode thereof between a compression ignition combustion mode in which an air-fuel mixture supplied to a combustion chamber is burned by compression ignition, and a spark ignition combustion mode in which the air-fuel mixture is burned by spark ignition, comprising internal EGR control means for controlling an internal EGR amount of combustion gases caused to remain in the combustion chamber, target operating gas temperature-setting means for setting a target operating gas temperature as a target to which the temperature of operating gases in the combustion chamber is to be controlled in the compression ignition combustion mode, target internal EGR amount-setting means for setting a target internal EGR amount as a target to which the internal EGR amount is to be controlled, such that the temperature of operating gases in the combustion chamber becomes equal to the target operating gas temperature in the compression ignition combustion mode, and combustion mode-switching means for switching the combustion mode to the spark ignition combustion mode depending on the target internal EGR amount.
- the engine is operated while switching the combustion mode between the compression ignition combustion mode and the spark ignition combustion mode.
- the internal EGR amount of combustion gases caused to remain in a combustion chamber is controlled by the internal EGR control means, and according to the internal EGR amount, the temperature of operating gases before the start of the compression stroke changes (hereinafter simply referred to as “operating gases”), including an air-fuel mixture and EGR gases present in the combustion chamber.
- operating gases including an air-fuel mixture and EGR gases present in the combustion chamber.
- a target operating gas temperature is set, and a target internal EGR amount is set such that the temperature of operating gases in the combustion chamber becomes equal to the target operating gas temperature.
- the combustion mode is witched to the spark ignition combustion mode.
- the target internal EGR amount is set such that the temperature of operating gases in the combustion chamber becomes equal to the target operating gas temperature, and hence the target internal EGR amount indicates whether or not the actual temperature of operating gases is higher or lower than the target operating gas temperature and a degree of difference of the actual temperature of operating gases from the target operating gas temperature.
- the set target internal EGR amount is too large, it implies that the actual temperature of operating gases is too low compared with the target operating gas temperature, causing delay in the timing of the compression ignition, which can make the combustion unstable, and hence, the combustion mode is switched to the spark ignition combustion mode, whereby it is possible to prevent occurrence of a misfire, which would occur if the compression combustion mode is continued. This makes it possible to ensure stable combustion.
- the combustion mode is switched to the spark ignition combustion mode, whereby it is possible to prevent occurrence of knocking, which would occur if the compression combustion mode was continued.
- control system further comprises external EGR control means for controlling an external EGR amount of exhaust gases exhausted from the combustion chamber and caused to return to an intake system of the engine, operating condition-detecting means for detecting an operating condition of the engine, and target total EGR amount-setting means for setting a target total EGR amount serving as a target to which a total EGR amount as a sum of the internal EGR amount and the external EGR amount is to be controlled, according to the detected operating condition of the engine, wherein the combustion mode-switching means switches the combustion mode to the spark ignition combustion mode when the target internal EGR amount takes a negative value or is larger than the target total EGR amount.
- external EGR control means for controlling an external EGR amount of exhaust gases exhausted from the combustion chamber and caused to return to an intake system of the engine
- operating condition-detecting means for detecting an operating condition of the engine
- target total EGR amount-setting means for setting a target total EGR amount serving as a target to which a total EGR amount as a sum of the internal EGR amount and the external EGR amount is
- the combustion mode is switched to the spark ignition combustion mode.
- the target internal EGR amount takes a negative value
- the actual temperature of operating gases is higher than the target operating gas temperature, and due to the high temperature of operating gases, early ignition tends to occur. Therefore, by switching the combustion mode to the spark ignition combustion mode, it is possible to positively prevent occurrence of knocking which would occur if the compression ignition combustion mode was continued.
- the external EGR amount is controlled by recirculating exhaust gases to the intake system.
- the target total EGR amount with respect to the sum of the external EGR amount and the internal EGR amount is set according to the detected operating condition of the engine, and during the compression ignition mode, if the target internal EGR amount is larger than the target total EGR amount, the combustion mode is switched to the spark ignition combustion mode.
- the target internal EGR amount is larger than the total EGR amount, if the set target internal EGR amount is used as it is, the internal EGR amount becomes excessive to causes shortage of fresh air supplied to the combustion chamber accordingly, which makes the combustion unstable. Therefore, in such a case, the combustion mode is switched to the spark ignition combustion mode, whereby it is possible to positively prevent occurrence of a misfire, which would occur if the compression ignition combustion mode was continued.
- a method of controlling an internal combustion engine which is operated while switching a combustion mode thereof between a compression ignition combustion mode in which an air-fuel mixture supplied to a combustion chamber is burned by compression ignition, and a spark ignition combustion mode in which the air-fuel mixture is burned by spark ignition, comprising an internal EGR control step of controlling an internal EGR amount of combustion gases caused to remain in the combustion chamber, a target operating gas temperature-setting step of setting a target operating gas temperature as a target to which the temperature of operating gases in the combustion chamber is to be controlled in the compression ignition combustion mode, a target internal EGR amount-setting step of setting a target internal EGR amount as a target to which the internal EGR amount is to be controlled, such that the temperature of operating gases in the combustion chamber becomes equal to the target operating gas temperature in the compression ignition combustion mode, and a combustion mode-switching step of switching the combustion mode to the spark ignition combustion mode depending on the target internal EGR amount.
- the method further comprises an external EGR control step of controlling an external EGR amount of exhaust gases exhausted from the combustion chamber and caused to return to an intake system of the engine, an operating condition-detecting step of detecting an operating condition of the engine, and a target total EGR amount-setting step of setting a target total EGR amount serving as a target to which a total EGR amount as a sum of the internal EGR amount and the external EGR amount is to be controlled, according to the detected operating condition of the engine, wherein the combustion mode-switching step includes switching the combustion mode to the spark ignition combustion mode when the target internal EGR amount takes a negative value or is larger than the target total EGR amount.
- FIG. 1 is a schematic view of a control system according to the invention and an engine incorporating the same;
- FIG. 2 is a view of part of the control system
- FIG. 3 is a schematic view of a variable cam phase mechanism
- FIG. 4 is a diagram of valve lift curves of an exhaust valve depicted in respective cases where the variable cam phase mechanism sets an exhaust cam phase to a most retarded value (solid line) and a most advanced value (two dot-chain line);
- FIG. 5 is a schematic view of a variable valve lift mechanism
- FIG. 6 is a fragmentary perspective view of the variable valve lift mechanism
- FIG. 7 is a view of a state of the exhaust valve lift changed by the variable valve lift mechanism
- FIG. 8 is a flowchart showing a process for determining a combustion mode
- FIG. 9 is a view of an example of a combustion region map for use in the FIG. 8 process.
- FIG. 10 is a flowchart showing a process for controlling the internal EGR amount
- FIG. 11 is a flowchart showing a process for controlling the external EGR amount.
- FIG. 12 is a flowchart showing a process for switching a combustion mode.
- FIG. 1 schematically shows the arrangement of a control system 1 , and an internal engine (hereinafter referred to as “the engine”) 3 to which the internal EGR control system 1 is applied.
- the engine 3 is an inline four-cylinder gasoline engine installed on an automotive vehicle, not shown, and has four cylinders 3 a (only one of which is shown).
- the engine 3 has a combustion chamber 3 e defined between the piston 3 b in each cylinder 3 a and a cylinder head 3 c.
- the engine 3 includes a pair of intake valves 4 and 4 (only one of which is shown) and a pair of exhaust valves 7 and 7 (only one of which is shown), provided on a cylinder-by-cylinder basis. Further, the engine 3 includes an intake camshaft 5 on the intake side and intake cams 6 integrally formed with the intake camshaft 5 , an exhaust camshaft 8 on the exhaust side and exhaust cams 9 integrally formed with the exhaust camshaft 8 , fuel injection valves 10 (see FIG. 2 ), and spark plugs 11 (see FIG. 2 ), and an exhaust-side valve actuating mechanism 40 (internal EGR control means).
- the intake camshaft 5 and the exhaust camshaft 8 are rotatably supported in the cylinder head 3 c via respective holders, not shown, such that they extend in the direction of arrangement of the cylinders 3 a .
- the intake camshaft 5 is connected to a crankshaft 3 d by a timing chain, not shown. With this arrangement, the intake camshaft 5 rotates one turn per two turns of the crankshaft 3 d , and the rotation of the intake cams 6 caused by the rotation of the intake camshaft 5 actuates the intake valves 4 to open and close.
- the exhaust camshaft 8 is connected to the crankshaft 3 d by a timing chain, not shown, and rotates one turn per two turns of the crankshaft 3 d .
- the rotation of the exhaust cams 9 caused by the rotation of the exhaust camshaft 8 actuates the exhaust valves 7 to open and close.
- the fuel injection valves 10 are provided for the respective cylinders 3 a , and are each mounted through an associated one of the cylinder heads 3 c so as to inject fuel directly into the associated combustion cylinders 3 a . Time over which each fuel injection valve 10 opens, and timing in which the same starts to open are controlled by a drive signal from the ECU 2 , whereby the fuel injection amount and fuel injection timing are controlled.
- the spark plugs 11 are also provided for the respective cylinders 3 a , and are each mounted through an associated one of the cylinder heads 3 c .
- Each of the spark plugs 11 has its discharge conditions controlled by the ECU 2 , for burning a mixture within an associated one of the combustion chambers 3 e in ignition timing.
- the engine 3 performs spark ignition combustion (hereinafter referred to as “SI combustion”) in which a mixture supplied into a combustion chamber 3 e is ignited by a spark generated by the spark plug 11 , and compression ignition combustion (hereinafter referred to as “CI combustion”) in which the mixture is ignited by compression ignition, and the switching therebetween is executed by the ECU 2 .
- SI combustion spark ignition combustion
- CI combustion compression ignition combustion
- An engine coolant temperature sensor 22 is mounted in the cylinder block of the engine 3 .
- the engine coolant temperature sensor 22 senses a temperature TW of engine coolant circulating through the cylinder block (not shown) of the engine 3 , and delivers a signal indicative of the sensed engine coolant temperature TW to the ECU 2 .
- An intake air temperature sensor 23 and an intake pipe pressure sensor 24 are inserted into an intake pipe 12 (intake system) of the engine.
- the intake air temperature sensor 23 detects temperature (hereinafter referred to as “the intake air temperature”) TA of air flowing through the intake pipe, and delivers a signal indicative of the detected intake air temperature TA to the ECU 2
- the intake pipe pressure sensor 24 detects pressure (hereinafter referred to as “the intake pipe pressure”) PBA in the intake pipe 12 and delivers a signal indicative of the detected intake pipe pressure PBA to the ECU 2 .
- an exhaust air temperature sensor 25 detects the temperature (hereinafter referred to as “the exhaust temperature”) of exhaust gases flowing through the exhaust pipe 14 .
- a signal indicative of the detected exhaust temperature TEX is delivered to the ECU 2 .
- the EGR control valve 15 b is formed by a linear electromagnetic valve, and is configured such that the lift (hereinafter referred to as “the EGR lift”) thereof is linearly changed between a maximum value and a minimum value according to an EGR lift control input U_LIFT, referred to hereinafter, from the ECU 2 , whereby the opening of the EGR pipe 15 a , i.e. the amount of exhaust recirculation (hereinafter referred to as “the external EGR amount”) is controlled.
- the EGR control valve 15 b has an EGR lift sensor 26 attached thereto which detects an actual EGR lift of the EGR control valve 15 b and delivers a signal indicative of the detected EGR lift to the ECU 2 .
- exhaust-side valve actuating mechanism 40 is formed by a variable cam phase mechanism 50 and a variable valve lift mechanism 70 .
- the variable cam phase mechanism 50 continuously changes a relative phase of the exhaust camshaft 8 with respect to the crankshaft 3 d (hereinafter referred to as “the exhaust cam phase”) within a predetermined range, and is provided at the one end of the exhaust camshaft 8 where an exhaust sprocket is mounted.
- the variable cam phase mechanism 50 includes a housing 51 , a three-bladed vane 52 , an oil pressure pump 53 , and a solenoid valve 54 .
- the housing 51 is integrally formed with the exhaust sprocket on the exhaust camshaft 8 , and is divided by three partition walls 51 a formed at equal circumferential intervals.
- the vane 52 is coaxially mounted on the end of the exhaust camshaft 8 where the exhaust sprocket is mounted, such that the blades of the vane 52 radially extend outward from the exhaust camshaft 8 , and are rotatably housed in the housing 51 .
- the housing 51 has three advance chambers 55 and three retard chambers 56 each formed between one of the partition walls 51 a and one of the three blades of the vane 52 .
- the oil pressure pump 53 is a mechanical one connected to the crankshaft 3 d . As the crankshaft 3 d rotates, the oil pressure pump 53 draws lubricating oil stored in an oil pan 3 f of the engine 3 via a lower part of an oil passage 57 c , pressurizes the same, and then supplies the pressurized oil to the solenoid valve 54 via the remaining part of the oil passage 57 c.
- the solenoid valve 54 is formed by combining a spool valve mechanism 54 a and a solenoid 54 b , and is connected to the advance chambers 55 and retard chambers 56 via an advance oil passage 57 a and a retard oil passage 57 b so as to control oil pressure Poil supplied from the oil pressure pump 53 and deliver the same to the advance chambers 55 and the retard chambers 56 as advance oil pressure Pad and retard oil pressure Prt.
- the solenoid 54 b of the solenoid valve 54 is responsive to a phase control input U_CAEX, referred to hereinafter, from the ECU 2 , for moving a spool valve element of the spool valve mechanism 54 a within a predetermined range of motion to thereby change both the advance oil pressure Pad and the retard oil pressure Prt.
- variable cam phase mechanism 50 configured as above, during operation of the oil pressure pump 53 , the solenoid valve 54 is operated according to the phase control input U_CAEX, to supply the advance oil pressure Pad to the advance chambers 55 and the retard oil pressure Prt to the retard chambers 56 , whereby the relative phase of the vane 52 with respect to the housing 51 is changed toward an advanced side or a retarded side.
- the aforementioned exhaust cam phase is continuously changed between a predetermined most retarded value and a predetermined most advanced value, whereby the valve timing of the exhaust valves 7 is continuously changed between most retarded timing indicated by a solid line in FIG. 4 and most advanced timing indicated by a two-dot chain line in FIG. 4 .
- valve lift mechanism 70 continuously changes the lift of the exhaust valves 7 (hereinafter referred to as “the exhaust valve lift”) between a value of 0 and a predetermined maximum value.
- the variable valve lift mechanism 70 is comprised of a control shaft 71 and a rocker arm shaft 72 , upper and lower rocker arms 74 and 75 fitted on theses shafts 71 and 72 , for each cylinder 3 a , and an actuator 80 for actuating the upper and lower rocker arms 74 and 75 .
- the exhaust valve lift represents the maximum lift (lift amount) of the exhaust valves 7 .
- the control shaft 71 is comprised of pivot parts 71 a , holder parts 71 b , and eccentric shaft parts 71 c , which are assembled into a unit.
- the control shaft 71 extends parallel with the exhaust camshaft 8 , and is rotatably supported by the cylinder heads 3 c , with one end of the unit connected to the actuator 80 .
- the upper rocker arm 74 is comprised of a pair of links 74 a and 74 a , a roller shaft 74 b , a roller 74 c , and a pair of coil springs 74 d and 74 d .
- the roller shaft 74 b has opposite ends thereof rotatably supported by respective one ends of the links 74 a and 74 a , respectively.
- the roller 74 c is rotatably fitted on the roller shaft 74 b.
- the other ends of the respective links 74 a are pivotally fitted on the eccentric shaft part 71 c of the control shaft 71 , and are each connected to an associated one of the holder parts 71 b via an associated one of the coil springs 74 d .
- the roller 74 c is brought into contact with the cam surface of the exhaust cam 9 by the urging forces of the respective coil springs 74 d acting on the links 74 a , respectively. Further, when the roller 74 c is in contact with the circular base part of the cam surface of the exhaust cam 9 , the roller shaft 74 b is held in its original position (i.e. the position shown in FIG. 5 ) where the axis of the roller shaft 74 b is aligned with the axis of the pivot part 71 a.
- the lower rocker arm 75 is configured such that one end thereof is pivotally supported by the rocker arm shaft 72 , and the other end thereof has adjusting bolts 75 a and 75 a inserted therethrough. Between the adjusting bolts 75 a and the respective associated exhaust valves 7 , there is provided a predetermined tappet clearance.
- the lower rocker arm 75 has a pair of guide parts 75 b and 75 b projecting upward.
- Each of the guide parts 75 b has an upper surface thereof formed as a guide surface 75 c for guiding the roller shaft 74 b of the upper rocker arm 74 , and is held in contact with the roller shaft 74 b via the guide surface 75 c .
- the guide surface 75 c has an arcuate shape which protrudes downward and is concentric with the eccentric shaft part 71 c , i.e. coincides with the arc drawn about the axis of the eccentric shaft part 71 c when the links 74 a are in the valve-closing position indicated by solid lines in FIG. 5 .
- the roller 74 c is positioned between the guide parts 75 b and 75 b , and is held in contact only with the exhaust cam 9 without being brought into contact with the lower rocker arm 75 .
- the actuator 80 is implemented by a combination of a motor, not shown, and a reduction gear mechanism, not shown. When driven by the ECU 2 , the actuator 80 causes the control shaft 71 to pivotally move about the axis of the pivot parts 71 a . As the control shaft 71 pivotally moves, the links 74 a pivotally move about the roller shaft 74 b.
- variable valve lift mechanism 70 when the actuator 80 is driven by a lift control input U_SAAEX, referred to hereinafter, from the ECU 2 , the control shaft 71 starts pivotal motion.
- a turning angle SAAEX of the control shaft 71 is limited within a predetermined range, whereby e.g. when the roller shaft 74 b is in the aforementioned original position, the turning range of the links 74 a is also limited between the zero lift position indicated by the solid line in FIG. 5 and a maximum lift position indicated by a two-dot chain line in FIG. 5 .
- the variable valve lift mechanism 70 is capable of pivotally moving the links 74 a between the zero lift position and the maximum lift position by the actuator 80 to thereby continuously change the exhaust valve lift between a value of 0 and the predetermined maximum value LEXMAX. Further, when the exhaust cam phase CAEX remains the same, as the exhaust valve lift is larger, the valve-opening timing of the exhaust valves 7 becomes earlier, and the valve-closing timing of the same becomes later.
- variable valve lift mechanism 70 is provided with a lift sensor 28 for detecting the exhaust valve lift (see FIG. 2 ).
- This lift sensor 28 detects the turning angle SAAEX of the control shaft 71 , and delivers a signal indicative of the detected turning angle SAAEX to the ECU 2 .
- the exhaust valve lift is unconditionally determined by the turning angle SAAEX of the control shaft 71 , and hence the detected turning angle SAAEX represents the actual exhaust valve lift.
- the exhaust-side valve actuating mechanism 40 is capable of continuously changing the valve timing and valve lift, and hence the amount of combustion gases remaining in the combustion chamber 3 e after the combustion stroke (hereinafter referred to as “the internal EGR amount”) can be varied as desired.
- the internal EGR amount assumes a value of 0 when the exhaust cam phase CAEX is in the most retarded angle position, and the exhaust valve lift is at the maximum value LEXMAX.
- the exhaust cam phase CAEX is more advanced, the valve-closing timing of the exhaust valves 7 becomes earlier, and hence the internal EGR amount becomes larger.
- each exhaust valve 7 is caused to close before the associated intake valve 4 starts to open, to thereby cause the high-temperature exhausted combustion gases to remain in the combustion chamber 3 e to thereby obtain the internal EGR.
- a detection signal indicative of a sensed stepped-on amount AP of an accelerator pedal, not shown, of the vehicle (hereinafter referred to as “the accelerator opening degree AP”) is delivered to the ECU 2 from an accelerator opening sensor 29 (operating condition-detecting means).
- the ECU 2 is formed by a micro computer comprised of an I/O interface, a CPU, a RAM, and a ROM.
- the ECU 2 carries out control of the engine 3 , including control of the fuel injection amount, based on control programs stored in the ROM according to the signals from the aforementioned various sensors 21 to 29 . Further, the ECU 2 determines the combustion mode of the engine 3 to be the SI combustion mode or the CI combustion mode, and according to the determined combustion mode, the internal EGR amount and the external EGR amount are controlled. Further, when the engine 3 is in the CI combustion mode, depending on a target internal EGR amount EGRINCMD, referred to hereinafter, the combustion mode is switched to the SI combustion mode.
- the ECU 2 corresponds to internal EGR control means, target operating gas temperature-setting means, target internal EGR amount-setting means, combustion mode-switching means, external EGR control means, operating condition-detecting means, and target total EGR amount-setting means.
- FIG. 8 is a flowchart showing a process for determining a combustion mode, which is executed by the ECU 2 . This process is executed whenever a predetermined time period elapses.
- a step 1 shown as “S 1 ” in abbreviated form in FIG. 8 ; the following steps are also shown in abbreviated form
- TWJUD a predetermined temperature
- the HCCI region in which the CI combustion should be executed (step 2 ).
- This determination is executed by searching a combustion region map shown in FIG. 9 , according to the engine speed NE and demanded torque PMCMD.
- the HCCI region of the combustion region map corresponds to an operating region in which the engine speed NE is in a low-to-medium speed region, and at the same time, the demanded torque PMCMD is in a low-to-medium load region. It should be noted that the demanded torque PMCMD is calculated according to the engine speed NE and the accelerator opening AP.
- step 3 is executed to select the SI combustion mode, whereas if both the answers to the questions 1 and 2 are affirmative (YES), i.e. if the engine temperature TW is higher than the predetermined temperature TWJUD, and at the same time, the engine 3 is in the HCCI region, the combustion mode is determined to be set to the CI mode, and hence the CI combustion mode flag F_HCCI is set to 1 (step 4 ), followed by terminating the present process.
- FIG. 10 is a flowchart showing a process for controlling the internal EGR amount.
- a step 11 it is determined whether or not the CI combustion mode flag F_HCCI is equal to 1. If the answer to this question is negative (NO), i.e. if the combustion mode is the SI combustion mode, a SI combustion-time map value TCYLGASS is calculated by searching a predetermined map (not shown) according to the engine speed NE and the demanded torque PMCMD, and a target operating gas temperature TCYLGAS is set to the calculated map value TCYLGASS (step 12 ).
- a CI combustion-time map value TCYLGASC is calculated by searching a predetermined map (not shown) according to the engine speed NE and the demanded torque PMCMD, and the target operating gas temperature TCYLGAS is set to the calculated map value TCYLGASC (step 13 ).
- the map value TCYLGASC is set to a value for controlling the temperature of operating gases at the start of the compression stroke to a temperature suitable for compression ignition, and the map is configured such that as the engine speed NE is lower, and as the demanded torque PMCMD is smaller, the map value TCYLGASC is set to a larger value. This is because as the engine speed NE is lower, the time interval between combustion cycles is longer, so that compression ignition is harder to occur, and as the demanded torque PMCMD is smaller, the fuel injection amount is smaller, so that compression ignition is harder to occur, and hence it is necessary to raise the temperature of operating gases to a higher temperature so as to make compression ignition easier to occur.
- a target charging efficiency ETAC is calculated by searching a predetermined map (not shown) according to the target operating gas temperature TCYLGAS and the intake pipe pressure PBA.
- the target charging efficiency ETAC is a target value of the charging efficiency of operating gases (ratio of the amount of charged operating gases to the sum of the volume of the combustion chamber 3 e and the piston displacement).
- TEXGAS TEXGAST*(1 ⁇ TDTGAS)+TEXGASZ*TDTGAS
- TEXGAST represents a combustion gas temperature calculated depending on operating conditions of the engine 3 , and more particularly, when the combustion mode is the SI combustion mode, it is calculated according to the intake air temperature TA and the demanded torque PMCMD, and when the combustion mode is the CI combustion mode, it is calculated according to the target operating gas temperature TCYLGAS and the demanded torque PMCMD. Further, TEXGASZ represents the immediately preceding value of the combustion gas temperature calculated by the equation (1), and TDTGAS is an averaging coefficient which is set to a value smaller than 1.0.
- a target internal EGR amount EGRINCMD is calculated using the target operating gas temperature TCYLGAS, the target charging efficiency ETAC, the immediately preceding value TEXGASZ of the combustion gas temperature, and the intake air temperature TA, by the following equation (2) (step 16 ):
- EGRINCMD ETAC*NTCYLMAX*(TCYLGAS ⁇ TA)/(TEXGASZ ⁇ TA) (2)
- NTCYLMAX on the right side represents a maximum charging amount, which is the sum of the volume of the combustion chamber 3 e and the piston displacement.
- (TCYLGAS ⁇ TA) represents the difference between the target operating gas temperature and the temperature of fresh air drawn into the combustion chamber 3 e
- (TEXGASZ ⁇ TA) represents the difference between the temperature of combustion gases and that of fresh air. Therefore, the ratio (TCYLGAS ⁇ TA)/(TEXGASZ ⁇ TA) between the two represents a ratio of a rise in the temperature of operating gases, which should be caused by the internal EGR, to a rise in the temperature of operating gases, which can be caused by the internal EGR. Therefore, by multiplying the ratio by ETAC*NTCYLMAX, the target internal EGR amount EGRINCMD can be properly calculated.
- a limiting process is carried out on the target internal EGR amount EGRINCMD (step 17 ).
- the calculated target internal EGR amount EGRINCMD is smaller than 0, i.e. when it is a negative value, it is set to 0.
- a phase control input U_CAEX and a lift control input U_SAAEX are calculated according to the target internal EGR amount EGRINCMD, the engine speed NE, and the demanded torque PMCMD (step 18 ), followed by terminating the present process.
- the electromagnetic valve 54 of the variable cam phase mechanism 50 is driven according to the phase control input U_CAEX
- the actuator 80 of the variable valve lift mechanism 70 is driven according to the lift control input U_SAAEX, whereby the internal EGR amount is controlled such that it becomes equal to the target internal EGR amount EGRINCMD, and the temperature of operating gases in the combustion chamber 3 e is controlled such that it becomes equal to the target operating gas temperature TCYLGAS.
- FIG. 11 is a flowchart showing a process for controlling the external EGR amount.
- a SI combustion-time map value EGRTS is calculated by searching a predetermined map (not shown) according to the engine rotational speed NE and the demanded torque PMCMD, and a target total EGR amount EGRTCMD is set to the calculated map value EGRTS (step 22 ).
- the target total EGR amount EGRTCMD is a target value of the total EGR amount which is the sum of the internal EGR amount and the external EGR amount.
- a CI combustion-time map value EGRTC is calculated by searching a predetermined map (not shown) according to the engine rotational speed NE and the demanded torque PMCMD, and the target total EGR amount EGRTCMD is set to the calculated map value EGRTC (step 23 ).
- a limiting process is carried out on the target external EGR amount EGREXCMD (step 25 ).
- the calculated target external EGR amount EGREXCMD is a negative value, it is set to 0.
- an EGR lift control input U_LIFT is calculated according to the calculated target external EGR amount EGREXCMD and the engine speed NE (step 26 ), followed by terminating the present process. Then, by driving the EGR control valve 15 b according to the EGR lift control input U_LIFT, the external EGR amount is controlled such that it becomes equal to the target external EGR amount EGREXCMD.
- FIG. 12 is a flowchart showing a process for switching the combustion mode.
- a step 31 it is determined whether or not the CI combustion mode flag F_HCCI set by the FIG. 8 process is equal to 1. If the answer to this question is negative (NO), the combustion mode is determined to be set to a normal SI combustion mode, and to indicate the fact, a normal SI combustion flag S_SIN is set to 1 (step 34 ), followed by terminating the present process.
- the ignition timing and fuel injection timing are set according to the engine speed NE and the demanded torque PMCMD.
- step S 31 determines whether or not the target internal EGR amount EGRINCMD is larger than the target total EGR amount EGRTCMD (step 32 ). If the answer to this question is affirmative (YES), i.e. if EGRINCMD>EGRTCMD holds, it is judged that if the target internal EGR amount EGRINCMD is directly used, the internal EGR amount can become excessive to cause shortage of fresh air to be supplied to the combustion chamber 3 e , which can undesirably make the combustion unstable. Therefore, the CI combustion mode flag F_HCCI is set to 0 (step 33 ) to switch the combustion mode to the SI combustion mode, and the step 34 is executed to select the normal SI combustion mode.
- step S 32 determines whether or not the target internal EGR amount EGRINCMD before the limiting process is smaller than 0 (step 35 ). If the answer to this question is affirmative (YES), i.e. if the calculated target internal EGR amount EGRINCMD takes a negative value, it is judged that the intake air temperature TS is higher than the target operating gas temperature TCYLGAS, which means that the temperature of operating gases has been already too high, and hence early ignition can be caused. Therefore, the CI combustion mode flag F_HCCI is set to 0 (step 36 ) and the combustion mode is switched to the SI combustion mode.
- a retard SI combustion mode is selected as the SI combustion mode, and to indicate this fact, a retard SI combustion flag F_SIR is set to 1 (step 37 ), followed by terminating the present process.
- the ignition timing and the fuel injection timing are set to be more retarded than in the normal SI combustion mode.
- the target operating gas temperature TCYLGAS is calculated as a temperature suitable for the CI combustion, and the target internal EGR amount EGRINCMD is calculated such that the temperature of operating gases in the combustion chamber 3 e becomes equal to the target operating gas temperature TCYLGAS. Then, when the target internal EGR amount EGRINCMD takes a negative value, the combustion mode is switched to the SI combustion mode.
- the SI combustion mode there is selected the retard SI combustion mode in which the ignition timing and the fuel injection timing are retarded, which makes it possible to effectively lower the temperature of operating gases, whereby it is possible to prevent early ignition from occurring in the SI combustion to which the combustion mode is switched.
- the combustion mode is switched to the SI combustion mode. Therefore, when the internal EGR amount becomes excessive, which can accordingly cause shortage of fresh air to make the combustion unstable, it is possible to switch the combustion mode to the SI combustion mode in an appropriate manner, whereby it is possible to positively prevent occurrence of a misfire which would be caused if the CI combustion was continued.
- the present invention is by no means limited to the embodiment described above, but can be practices in various forms.
- the engine speed and the demanded torque are used, this is not limitative but any other suitable parameter may be used insofar as it represents readiness of occurrence of compression ignition.
- the combustion temperature used as a parameter for calculating the target internal EGR amount is determined by estimation, the temperature of exhaust gases may be directly detected by an exhaust gas temperature sensor.
- the internal EGR amount is controlled by both of the variable cam phase mechanism and the variable valve lift mechanism, this is not limitative, but for example, the internal EGR amount may be controlled by one of the two variable mechanisms. Alternatively, in place of the above or in combination with the above, the internal EGR amount may be controlled by retardation of opening timing of the intake valves.
Abstract
Description
TEXGAS=TEXGAST*(1−TDTGAS)+TEXGASZ*TDTGAS (1)
EGRINCMD=ETAC*NTCYLMAX*(TCYLGAS−TA)/(TEXGASZ−TA) (2)
Claims (4)
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JP2006307695A JP4639177B2 (en) | 2006-11-14 | 2006-11-14 | Control device for internal combustion engine |
JP2006-307695 | 2006-11-14 |
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US7444999B2 true US7444999B2 (en) | 2008-11-04 |
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US11/980,957 Expired - Fee Related US7444999B2 (en) | 2006-11-14 | 2007-10-31 | Control system and method for internal combustion engine |
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Cited By (6)
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US20080162020A1 (en) * | 2006-12-27 | 2008-07-03 | Honda Motor Co., Ltd. | Egr control apparatus and method for internal combustion engine |
US20110168130A1 (en) * | 2010-01-13 | 2011-07-14 | Gm Global Technology Operations, Inc. | Method for controlling combustion mode transitions in an internal combustion engine |
US20120323469A1 (en) * | 2011-06-17 | 2012-12-20 | GM Global Technology Operations LLC | System and method for controlling exhaust gas recirculation |
US20130000600A1 (en) * | 2010-12-31 | 2013-01-03 | Thorsten Schnorbus | Nox adjustment control with internal and external exhaust gas recirculation |
US20130087110A1 (en) * | 2011-10-06 | 2013-04-11 | GM Global Technology Operations LLC | Method for combustion mode transition |
US20130218439A1 (en) * | 2010-10-28 | 2013-08-22 | International Engine Intellectual Property Company, Llc | Controlling variable valve actuation system |
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JP5364636B2 (en) * | 2010-04-05 | 2013-12-11 | 本田技研工業株式会社 | Control device for internal combustion engine |
CN102312719B (en) * | 2010-07-07 | 2013-08-28 | 周向进 | Compression ignition type low-octane-value gasoline engine |
DE102012202567A1 (en) * | 2012-02-20 | 2013-08-22 | Robert Bosch Gmbh | Method and device for detecting uncontrolled burns in an internal combustion engine |
CN103375242B (en) * | 2012-04-23 | 2019-11-12 | 北京奋进科技有限公司 | Internal combustion engine co-combustion control method |
CN103195595B (en) * | 2013-04-01 | 2015-09-09 | 天津大学 | External feed stream heating and internal EGR strategy coordination controlling method |
JP6249668B2 (en) * | 2013-08-07 | 2017-12-20 | 本田技研工業株式会社 | Control device for internal combustion engine |
JP5936722B1 (en) * | 2015-01-21 | 2016-06-22 | 三菱電機株式会社 | Control device for internal combustion engine |
DE102017222693B4 (en) * | 2017-12-14 | 2021-03-18 | Bayerische Motoren Werke Aktiengesellschaft | Method for operating an internal combustion engine |
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JP4180995B2 (en) * | 2003-08-13 | 2008-11-12 | 本田技研工業株式会社 | Control device for compression ignition internal combustion engine |
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US20040250803A1 (en) * | 2003-06-16 | 2004-12-16 | Honda Motor Co., Ltd. | Control system for compression ignition internal combustion engine |
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Cited By (11)
Publication number | Priority date | Publication date | Assignee | Title |
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US20080162020A1 (en) * | 2006-12-27 | 2008-07-03 | Honda Motor Co., Ltd. | Egr control apparatus and method for internal combustion engine |
US7706958B2 (en) * | 2006-12-27 | 2010-04-27 | Honda Motor Co., Ltd. | EGR control apparatus and method for internal combustion engine |
US20110168130A1 (en) * | 2010-01-13 | 2011-07-14 | Gm Global Technology Operations, Inc. | Method for controlling combustion mode transitions in an internal combustion engine |
US8235012B2 (en) * | 2010-01-13 | 2012-08-07 | GM Global Technology Operations LLC | Method for controlling combustion mode transitions in an internal combustion engine |
US20130218439A1 (en) * | 2010-10-28 | 2013-08-22 | International Engine Intellectual Property Company, Llc | Controlling variable valve actuation system |
US20130000600A1 (en) * | 2010-12-31 | 2013-01-03 | Thorsten Schnorbus | Nox adjustment control with internal and external exhaust gas recirculation |
US9371781B2 (en) * | 2010-12-31 | 2016-06-21 | Fev Gmbh | NOX adjustment control with internal and external exhaust gas recirculation |
US20120323469A1 (en) * | 2011-06-17 | 2012-12-20 | GM Global Technology Operations LLC | System and method for controlling exhaust gas recirculation |
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Also Published As
Publication number | Publication date |
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JP2008121593A (en) | 2008-05-29 |
JP4639177B2 (en) | 2011-02-23 |
US20080110422A1 (en) | 2008-05-15 |
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